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Patented Jan. 5, 1892.l

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, ///MWn// Il w17/ 2 UNITEDV 'STATES PATENT OFFICE.

HENRY THOMAS DAWSON, or sALCoMBa'ENeLAND.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 466,331, dated January 5, 1892.

Application filed May 19, 1891. Serial No. 393,284. (No model.) i

To a/ZZ whom it mwyooncernf:

Be it known that I', HENRY THOMAS DAW- soN, gentleman, a subject of the Queen of Great Britain, residing at Salcombe, in the county of Devon,England, have invented certain new and useful Improvements in Gas- Engines, of which the following is a specification.

This invention has for its object improvements in gas-engines. The improved engine,` which is suitable for high speeds, has four stages in its cycle of actionthat isto say;

iirst, the cylinder takes its charge during the Outward movement of the piston; second, the charge is compressed by the return of the piston; third, the charge is fired and the eective Outward movement of the piston takes place,v and, fourth, the products of combustion are discharged while the piston returns. This cycle is attained in my gas-engine Without'the use of valves or slides, the piston ings.

veloped.' Fig-..6 is a detail View of the gas and air valve.` Fig.'7v is a detail viewl of a portion of the cylinder audits ports. Figs. 8, 9, 10, and 11 are detail views of the ignition apparatus. Figs. 12, 13, and 13" are detail-views showing modifications of thepiston. Fig'. 14 shows a section of the air-pump.v

Figs. 15', 15X, 16, and 17 are views of the connecting-rodto ,whichtthe' piston is attached.

Figs. 18 and 19 are views of a modifiedform of connecting-rod.v Figs. 20, 21, and 22 are views of another form of connecting-rod.

In Figs. 1 to 3, o is the cylinder. It is water-jacketed to keep it cool. vThe cylinder rod c, drives a crank onv an axis d.

d d are fly-wheels, and d2 is a belt-pulley. Ycl3 is an eccentric on the axis actuating an air-pump e. The purpose served by this airpump is'hereinafter explained.

contains a piston Vb, which, bv a connectingvfor the admission of air and gas to f is a casing containing a valve which opens -the cylinder. y

p fo is an elastic bag serving to maintain a uniform gas-pressure.

supply.

h is the gas-supply pipe.

i is the ignition apparatus.

7c is the exhaust or outlet from the cylinder.

LX is a cock, which may be opened to reduce the compression in the cylinder at startlng.

The crank and connecting-rod are inclosed g 1s a governor controlling the gas and air'- in a chamber, and a lubrication is effected by oil or lubricant being chamber and distributed to the main Working parts by the motion of the crank. The pistou is tubular and of about twice the length of the stroke. It tits Well to the cylinder in which it Works. The pistonitubelnil ismclpsedby. adiaphragm b2, situate at about the fourth oil its length from theouterend of the tube. The inner face of the pistondiaphragm b2 is covered with asbestus or other non-conducting material Z13, which may be lirmly secured by means of a thin sheetmetal cup and protecting-plates b4, fastened by bolts. This covering protects the pistondiaphragm from the burning charges. The cylinder is about thrice as long as the stroke. It has long ports about its center part. These ports extend spirally in the cylinder- Walls for about the length of the stroke, or rather less.- v

placed in the crank- Fig. 5 shows to a larger scale the interior of the cylinder developed. The full circles show the ports or passages formed in it. The ports ct a a a in this" figure serve for the admission of air and gas.

Walls of th'ecylinder and'partly by the portcover and form one elongated port, as seen in in Figs. 6 and 7. They also communicate Vwith the` valve by which the admission is controlled. f

a2 a2 o2 a2 in Fig. 5 are the exhaust-passages. They. also all communicate with a passage formed partly in the cylinder-Walls and partly in the port-cover and operate as one passage obliquely cut through the cyl'- inder. v l

They all communicate with a passage formed partly in-the IOO c3 is the Iiring-port.

a4 is a small aperture, the purpose of which is described farther on.

The piston has an aperture or port through its tubular part, about the center of its length, serving for all the purposes of admission, ignition, and exhaust. This aperture is'shown in Fig. 4, and also in Fig. 5, in dotted lines. It is marked bx. The aperture bx is carried by the movement of the piston successively over the several ports in the cylinder. In Fig. 5 it is shown in the position it occupies when the piston is at the inner end of its stroke and the engine is at the commencement of the cycle.

The lines b b2 in Fig. 5 represent the positions of the ends of the piston-tube when the piston is at the inner end of its stroke. The distance between the lines b2 and b3 represent the length of the stroke. In the downward or out stroke the piston-port bx passes in succession over the cylinder-ports a a' a ai', and during this time the charge is taken into the cylinder through the governor-valve. Throughout the whole of the next instroke of the piston the port bx is closed. It does not pass over'any of the ports in the cylinder, and the charge is compressed. At the commencement of the following outstroke the piston-port bx passes by the cylinder-port a3, and the charge is fired. Afterward throughout the outstroke the port bx is closed until at the turn of the stroke the piston-port bx comes to communicate with the iirst of the exhaust-ports a2 a2 a2 a2, and it remains open to these ports throughout the instroke and until the end of the cycle.

The cover or upper end of the cylinder cl, is made to extend into the tubular piston, as is seen in Fig. 2, so as to leave only a proper space for compressing the charge. The cover contains water, and water-passages are formed upon the cylinder, the whole being in connection with a cistern. The water is admitted from the cistern at the bottom of the jacket and flows out at the top to return to the cistern, and so a continuous circulation is maintained.

In order to govern the speedV of the engine, a gas and air valve (shown in Fig. G) is fitted upon the cylinder outside the ad mission-ports c. a.

j' is the valve-casing.

j"2 is the valve. lVhen down, it closes both the gas-inlet at f3 and the air-inlets at f4. The suction of the piston lifts the valve and then air and gas both enter the cylinder, some of the gas passing from the annular groove f5 through perforations in the valve.

6 is a guiding-head fixed on the valve. Thus the valve closes both' gas and air passages at once, and the valve is so constructed by proportioning the aforesaid passages as to pass nearly constant proportions of gas and air at the different lifts allowed to the valve.

The governor g limits or prevents the rise of the valve when the engine attains its proper to limit or stop its rise.

speed. The control of the governor over the gas and air valve is obtained by moving a stop Z- over the head of the said valve, so as The divergence of the governor-weights acts through the lever g2, rod g3, and toggle-links g4 to lower the stop, and finally it holds the valve upon its seat. In some eases I so construct the valve that it still admits some air when the gas-passage is closed. This serves to reduce the vacuum in the cylinder'and is effected by making the valve-disk covering the air-ports of thin metal, leather, or other liexible material.

Ignition is given by means of apparatus shown by Figs. S, 9, l0, and ll. Fig. 8 is a vertical section through the cylinder-wall and the ignition apparatus, and Fig. 9 is an elevation. Fig. 10 is a section on thc line 10 10 in Fig. 8, and Fig. l1 is a section on the line ll ll in Fig. 8.

In the cylinder-wall around the port a3 a recess is formed, and into this the hollow reel-shaped plug m is fitted. It is provided with a refractory lining m. The plug is so formed as to leave a sealed cavity m2 between it and the cylinder-wall, and to this cavity an inflammable mixturev of gas and airis supplied.

mf5 m3 are perforations in the sides of the reel-shaped plug, through which the gas and air pass to be burned in the furnacechamber within it.

m is wire-gauze surrounding the plug to prevent the flame from passing out through the perforations to the inflammable gaseous mixture in the cavity m2. The furnace-chamber is formed partly wit-hin the plug m and partly within a casting n, bolted to the side of the cylinder. A chimney n forms part of this casting. The casting n when fixed in place forms a tight joint with the outer end of the plug m. lt also receives into it a metal lining 0, which is inserted from the open end, and then by a partial turn is locked, projections 0' upon it engaging with bayonet-grooves in the mouth of the part n. The lining o is itself provided with a refractory lining at o2.

p is a metal, porcelain, or other refractory capsule. At its inner end it enters a seat of suitable forni provided for it in the plug m, and the two parts fit together to form a tight joint. At its outer end the ignition tube or capsule is pressed upon to hold it in its seat by the metal block q, which closes the end of the lining-piece .0.

'r is a hand-screw. It works through a threaded hole inthe spring bridge-pieceq". The ends of the bridge-piece r are so made that they clip upon the outside of the ignition apparatus i, and the end of the screw bears upon the block q and presses it forward, ln this manner the ignition tube or capsule is held toits seat by an elastic pressure, which admits of the free expansion of the tube. Thus it will be seen that the furnace-chamber can be readily opened when required.

s is a Bunsen burner arranged beneath the IOO IIO

furnace-chamber, by which' 1 'may heat' gradually before starting the engine, The flame from the burner ascends through apertures u2 in the casting n, and so tothe chimney. The heating of the furnace-chamber and lthe capsule when at work is performed bythe combustion of gas,which enters by a regulating-cock at t. l forward by an air-blast admitted through the small nozzle-piece u. The blastinduces more air to enter by the holes a2 u2. The gas and air mixed together pass on into the cavity m2, thence through the wire-gauze at m4 and the passages m3, and into the furnace-chamber, Where they burn. holding a light at the top of the chimney. v This improved construction and arrangement of igniting apparatus insure certainty of ignition. This results from placing the open end of the capsule nearto the charge to be tired. The blast keeps the capsule in a state of incandescence and causes a great intensityiand rapidity of ignition necessary for high speeds. I

In order to render the ignition more certain, I adapt a short 'tube bXX toA the port bx within the piston', as is shown in section aty Fig. l2. Through this tube the cylinder receives its charge. The tube retains a portion of the incoming charge practically free from products of combustion, some of which remains in thecylinder from the previous stroke. The pure explosive mixture contained in the tube bXX is carried-by the piston to the ignition port. The charge being then under pressure, this ,pure gaseous mixture enters the ignition-port c3, driving before it vany products of combustion which may be contained therein.A It is to admit of the ignitionport being thus 4blown through that the previously-mentioned passage c4 is provided. This passage communicates with the ignition port by a'space beneath the reel-shaped plug m. I mmediately before iring. the passage a4 is open. vA perforation in the piston-tube leading outside its diaphragm, then coming to coincide with it, a slight escape of the gaseous mixture takes place, which clears the ignitionport of foul gases. The combustible vcharge then comes in contact with the interior surface 0f the incandescent capsule and is ignited thereby.

'Ihe crank-chamber into which the passage U opens through the piston is ventilated by a pipe tted with a light valve w opening outward, Fig. 2, which pipe leads into a closed receptacle w', where any escaping lubricant is separated and is returned by the pipe w to the crank-chamber. The lseparated gases are ledaway by the pipe fw, to the exhaust or' other outlet.

' I sometimes provide a packing-ring upon the piston around the port, and this when inn ternal pressure is present makesa gas-tight joint against the walls of the cylinder. This packing-ring is seen in Fig. l2, and a portion fof' it is drawn to a larger scaleat Fig. 13. It

It enters a tube u and is urged The ignitor is started byblast.

is marked b". I'hav'e spoken hitherto of but one port bx in the piston; but often Yand especially in engines of considerable size I provide two sets of piston and vent ports diametrically opposite.` I then rotate the piston once only during four rotations of the crank. Sometimes where the size of the engine is such as to render it expedient I also provide the cylinder with a complete additional set of ports diametrically opposite the first set, thus increasing the facility of admission, ignition,.and exhaustion. This arrangement is illustrated by the diagram, Fig. 13a.

The air-pump e, which supplies the jet of air for forcing the furnace, is shown in section at Fig.v le.

e is a reciprocating der e.

`ve2 is the inlet-valve, and e3 is the outlet. This air-pump is worked by the engine from an eccentric acting on an arml e4. This arm is upon an axis carried by a bracket on the frame, and upon the same axis there is adisk e5. Upon another axis inline with the first there is a lever e6. The lever e carries upon it a bolt-lever e7, having two bolts which shoot through the lever e6 into holes in the disk e5. When thus bolted, the eccentric gives motion to the lever e6 so long as the engine runs. The bolt-lever e? can,however, be latched back, and the pump can then be worked by hand.

VA block e8 is arranged to slide upon the lever e6. It works as anut on a screw c, which the lever c6 also carries. ew is a connectingrod jointed at one end to the plunger e and at the other to a pin or stud on the block es. This arrangement admits of the stroke of the air-pump being varied at will. The air delivered from the air-pump by the valve e3 is led by a pipe to the nozzle u. A springplunger Vin the cylin- IOO loaded valve, fitted at e, allows air to escape y est efficiency of ignition is imperative, I consider it wise to provide, also, the following arrangements, which enable me to start the en-l gine withoutthe use of 'the air-pump. An-

other pipe, as shown at cl2, Fig. l, connects the air-pump with an air-vessel o in the base of the engine. This vessel is air-tight and connected by a pipe v with the circulating water-cistern or other water-vessel, 'so as to give a head of water abouttive or six feet above the air-vessel fu, which affords the necessary air-pressure tosustain the furnace- The pressure can be varied by raising or lowering the head of water. The action of the pump forces air into the air-vessel i: through the pipe @12, and displaces therefrom any water contained therein by forcing it back .through pipe fu' into the cistern orl ves' sel. The pipe connecting the pump with the blast-jet a is fitted with` a cock @13, which may be opened to supply the furnace-blast simultaneously with the charging of the air-vessel IIO r, or the cock e1J may be closed until the airvessel t' is fully charged, when the cock e may be closed to retain the stored air for starting the furnace. The furnace may also be started by the direct blast from the pump worked by hand until the engine is put in motion. Then the cock c may be opened to continue the blast at the standard pressure.

The stroke of the air-pump is adjusted to supply rather more air than necessary to maintain the head `of water, and any excess of air delivered bythe pump will escape by the pipe n through the water to the open air at the water-head. Thus uniformity of airpressure at all speeds of the engine is insured. If. the water-head be not available, I close the cock r2, when the vessel c becomes a cornpressed-air-storage chamber.

In case of failure of the plump-gear l bring into use to sustain the furnace-blast a pressure-supply from the engine-cylinder. For this purpose I provide a pipe ,with a nonre turn valvej, leading out of the cylinder at a point passed by the end of the piston at about a half of its outward stroke, and a pipe j',

leading through a stop-valve L7'2 into the lower a part of the air-reservoir c, terminating within the reservoir in a rose or piece of pipe pierced with numerous small holes.

The connecting-rod c is shown to a larger scalebythe Figs. 15, 15X, 16, and 17. Fig. l5 is a front elevation, and Fig. 15x isaside elevation, partly in section. In these figures a part of the piston also is shown. transverse section of the rod on the line 16 16 in Fig. 15X, and Fig. 17 is an underside view with the lower brass of the crank-bearingremoved.

c is a ball at the upper end of the axis c2, which formsa portion of the rod. It is lodged in a corresponding cup or recess in the under side `of the piston and retained there by the cheeks c3 c3, which are attached by screws to the piston. The cheek-pieces e303 also form bearings, into which the cylindrical pivots o of the semicircular piece c4 are received, and this piece is thus attached to the piston in such a manner that it can rock about its pivots. The axis c2 passes down through an opening in the piece c, and it has two horns c5 c5 clipped fast upon it. These horns are received into slots in the piece c, so that the axis c2 in its rotation is compelled to carry the piston round with it; but nevertheless its connection with the piston does not interfere with its rocking motion.

cG is the part of the connecting-rod to which the crank-pin bearing is iixed,andin .another bearing 06X upon the same part the axis c2 is held.

c7 is the crankbearing, and into it upper and lower brasses are fitted. The lower brass i is retained in place by the straps e8 and by down through the crank-bearing c7, and it is Fig. 16 isa so fitted that it can rotate therein.4 It has alsoupon it the worm-wheel c, which gears into the worm on the crank-pin. The end of the axis c2 is restrained by a strap cl2. c13 is a nut upon the end of the axis beneath the strap.

To facilitate the accurate setting of the clip holding the horns c5, on which setting the position of the piston within the cylinder depends, it is so arranged that the thread of one of the clip-bolts engages with teeth formed on the part c2, and by turning this bolt the horns c5 can be slowly rotated upon c2.

Fig. 18 is a side elevation, partly in section, of another connecting-rod which may be substituted for the preceding. Fig. 19 is a plan of a portion of the same. In this case the piston has a double bearing on its under side, and this holds the two opposite arms or trun nions A A of the cross-piece represented in Fig. 19. There is another bearing at the end of the rotating' axis c2 of the connecting-rod. So a universal joint connecting c2 with the piston is formed. The rotary motion may be imparted to the axis c2, as described in reference to the preceding figures, or the form and arrangement of the worm and wheel may be varied, as is represented in these figures.

Another connecting-rod which `may be used for rotating the piston at the same time that it transmits the reciprocating motion thereof to the crank is shown by Figs. 20, 21, and 22. Fig. 2O is a side elevation, and Fig. 21is a longitudinal section. Fig. 22 shows the connection between the rod and the piston. B is the rod, properly so called. Itis connected at one end by a bal1-j0int to the piston, and on its other end the bearing for the crankpin C is fixed. Upon the rod B the sleeve D is mounted, so that it can turn freely. It carries at one end the spur-Wheel D', and this gears with another wheel E. The axis of the wheel E is mounted in the bearing-block, and it has upon it the worm-wheel F, which is in gear with a worm upon the crankpin. The sleeve D is thus rotated. D2 is anarin at the other end of the sleeve D. It terminates in a ball forming part of a universal joint, which connects `the varm with a short link, and this link at its other end is connected by another universal joint with the piston, as is seen in Fig. 22. l-lence the sleeve lD as it rotates drags the piston round with it. rPhe saine rotation to sleeve D may be edected by substituting bevel-wheels fitted to the sleeve and crank-pin in place of the spur-wheels, wormwheel, and worm-gear.

Having now particularly described and ascertained the nature of my. said invention and in what manner the same is to be performed, I declare that what I claim is- 1. In a gas-engine, the combination of acylinder, a piston, means for reciprocating and continuously rotating the piston, ignition apparatus, and entrance and exhaust ports controlled by the piston, whereby by the action of the piston first a charge of gas and air is IOO IIO

` movement of the brought to coincide with admittedto the cylinder, then by the return of the piston the charge is compressed, after- Ward at the commencement of the next stroke the compressed charge isred, and when the piston again returns the products of combustion are expelled' from the cylinder, substantially as described.

2. In a gas-engine, the combination of a cylinder, ignition apparatus and port,and a piston controlling the ignition-port and geared with the crank-pin, and thus rotated continuously in one direction, and an admission-port controlled bythe piston, substantially as described.

, 3. In a gas-engine, the combination of a pist0n, means for reciprocatingit and for rotating it continuously,and acylinder having spirallyarranged admission and exhaust ports coinciding lwith the track of a port or ports in the piston, whereby as the piston moves the admission and exhaust of gas are controlled, substantially as described.

4. Inagas-engine, the combination of a piston, means for reciprocatingit and for rotating it continuously, arranged admission and exhaust ports coinciding with the track of a port or ports in the piston, a gas and air inlet valve, and a governor controlling the valve and operating to close or partially close the valve, whereby the quantity ot' the charge is varied, While the proportions of gas and air remain approxi- Amately constant, substantially as described.

5. In a gas-engine, thecombination, substantially as described, of a cylinder with an ignition-port c3, a heated capsule p beyond the ignition-port, a passage c4, leading back into the cylinder from the outer side of the ignition-port, a piston reciprocating Within thecylinder and having a piston-tube b with an aperture bx, Which When brought by the piston to coincide with the ignition-port permits of the escape of a portion of the charge outward past the piston through the port a3 and the passage a4.

6. In a gas-engine, the combination, substantially as described, ot' a cylinder, an admission-port and an ignition-port in the Walls of the cylinder, a rotating piston With a piston-tube b', and an internally-projecting tube ZJXX upon the piston-tube, through which the charge is admitted when the tube 'b is the admission-port,

and from Which aportion of the charge passes a cylinder having spirallyout into the ignition-port when the tube bm is brought to coincide therewith.

7. In a gas-engine, the combination of a tube or capsule for igniting the charge and a spring for holding the tube in position With its open end fitting air-tight in a seat at the ignition-port, whereby the tube or capsule-is allowed to expand and contract and may be heated close up to the point of contact with its seat at the ignition-port, substantially as described.

8. In a lgas-engine, the combination of an ignition apparatus, an air-pump, connections between the air-pump and the ignition apparatus, an air-storage vessel connected with the air-pump, and a Water-supply pipe connected with the storage-vessel to snpplya head of Water for more thoroughly equalizing pressure and providing escape for surplus air, substantially as described.

9. lA gas-engine having,in combination with air-vessel b, the cock j, pipe j', stop-valve 3'2, and'perforated pipe js for continuing the blast for the ignition apparatus by using a small portion of gases from the Working cylinder.

l0. A gas-engine having, in combination, the pipe and valve tu, receiving-vessel zu', return-pipe 102, and outlet-pipe w3 for ventilating the crank-chamber and returning any escaping lubricant to the crank-chamber.'

11. A gas-engine having an ignition apparatus in which is a reel-shapedA plug or tting fin, With outer annular gas and air passage fitted Within the cylinder-Walls and having a seat'for the itted mouth of the ignition-tube or capsule,.and conveying-passages for playing the mixed gas and air on the part of theV ignition-tube Ynearest to the cylinder, combined with refractory lining and Wire-gauze m4 for preventing the llame reaching the annular passage m2.

l2. In a gas-engine, the combination of the cylinder,.the piston, the crank-pin, the connecting-rod, and an intermediate shaft extending along the connecting-rod and in rotative connection with both the piston and crank-pin, substantially as described.

HENRY THOMAS DAWSON. IVitnesses:

GEO. B. WOODRUFF, 24.` Seconclfinenne, Brighton, England.

STANLEY Woon, 63 Ship Street-Brighton,

England, Solicito/Ws Clerk.

IOO 

